Car construction



April 4, 1944. w. A. BIERMAN EI'AL CAR CONSTRUCTION Fil'ed June 30, 19412 Sheets-Sheet 1 w No n v 7V 0 mm 1 m 2 J f u H 0 m r1. 6 m T m W? A AT.1 m.

April 4, 1944.

W. A. BIERMAN EI'AL CAR CONSTRUCTION v 1 Filed June 30, 1941 2Sheets-Sheet 2 Patented Apr. 4, 1944 CAR CONSTRUCTION William A.Bierman, Pittsburgh, and Sigvard Simonson, Butler; Pa., assignors to 0.C. Duryea Corporation, Wilmington, Del., a corporation of DelawareApplication June 30, 1941, Serial No. 400,466

Claims.

This invention relates to railway car underframes of the Duryea typewhich provide relatively long travel for resisting draft and buiiingshocks together with a relatively short and predetermined amount oftrain slack.

In one form which has been extensively used in practice, the Duryeaunderframe comprises a draft and buffing column extending substantiallythe length of the car body and movable longitudinally relative thereto,the couplers being mounted at the ends of the column for movement oflimited extent relative thereto to provide train slack, usually in buffonly. Draft and bufling shocks are resisted by cushion gears interposedbetween the car body and the draft and bufiing column, and since thetravel of the column is independent of the train slack, the travel ofthe cushion gears may be made long with the result of providing thedesired cushioning capacity while at the same time reducing the forceson the car body. Relatively light draft and bufiing shocks are absorbedby the initial travel of the cushion gears, and their resistanceincreases gradually as the column continues to move so that the fullcushioning capacity is available in the case of relatively heavy shocks.On the other hand, the train slack movement of the couplers relative tothe column has been cushioned either by the initial travel of thecushion gears or by the provision of separate coupler cushion gears.

Underframes of the above type have given excellent results in service.However, in addition to the long cushioning travel made possible by suchunderframes, it is desirable to provide greater selectivity ofcushioning capacity to meet varying service conditions. For example theweight to be cushioned in the case of an empty car is comparativelysmall. In this case it is desirable that the draft and buffing column orcenter sill be movable against a small cushioning resistance, and theamount of cushioning travel required is also small. Where the car isloaded to its cubic capacity, but the weight is light and the ladingfragile, somewhat greater cushioning capacity and travel are required,but the full cushioning capacity should not be called into action, atleast under ordinary conditions of handling of the car. On the otherhand, when the car is loaded to its weight capacity, as with coal,steel, etc., the full cushioning capacity must be available but it isimportant at the same time that the initial impact be as soft aspossible and that the forces increase gradually as cushioning travelincreases.

One of the objects of the present inventionis to provide novelcushioning means having a selective cushioning capacity whereby widelyvarying service conditions, such as those indicated above, are handledin a manner best suited to the requirements of each case, withsufficient cushioning capacity but at the same time minimum destructiveforces.

Another object is to accomplish the above result without increasing thetravel of the draft and bufiing column or center sill beyond, forexample, a maximum of seven or eight inches which has heretofore beenfound satisfactory in service.

A further object is to provide novel long travel cushioning meanswherein cushioning devices are brought into action serially and thecushioning capacity is thereby successively augmented as the draft andbufiing column moves away from its normal position.

A still further object is tocoordinate a plurality of cushioning meansincluding those at opposite,

ends of the car to provide a serial action thereof as the draft andbufling column moves away from its normal position in either direction,whereby the equipment required and the cost and weight of the underframeare kept within practicable limits.

One embodiment of the invention has been illustrated in the accompanyingdrawings, but it is to be expressly understood that said drawings arefor purposes of illustration only and are not to be taken as adefinition of the limits of the invention, reference being had to theappended claims for this purpose.

In the drawings:

Fig. 1 is a plan view in section of one end of a car underframeembodying the invention;

Fig. 2 is a vertical longitudinal section on the center line of Fig. 1;

Fig. 3 is a vertical transverse section on the center line 3-3 of Fig.2;

Fig. 4 is a section on the line 4-4 of Fig. 2;

Fig. 5 is a section on the line 55 of Fig. 2;

Fig. 6 is a section on the line 6--6 of Fig. 2;

Fig. 7 is a section on the line l--'l of Fig. 2;

Fig. 8 is a section on the line 8-8 of Fig. 2; and

Fig. 9 is an end view of the underframe from which the car coupler hasbeen omitted.

While only one end of the underframe has been illustrated in thedrawings, it will be understood that the same or any equivalentconstruction may be employed at the other end of the car. The car body,the fioor l and end sill 2 of which are shown in the drawings, iscarried by body bolsters at opposite ends of the car which may be of theusual or any suitable construction. The drawings illustrate a part ofone bolster comprising vertical diaphragms 3 and top and bottom coverplates l and 5 respectively which make up a bolster structure extendinglaterally from the center of the car toward each side. The bolster 5structure at the center of the car may be suitably arranged to provide.an opening for the passage of the draft and bufling column describedhereinafter, said laterally extending structure being connected in theform shown by the top cover plate 5 and by a center brace casting 6adapted to rest on the car trucks (not shown). l

The draft and buffing columnor.center sill, which may be of any suitableconstruction; ex tends substantially the length; of th'e car body and ismounted for longitudinal movement relative thereto through the openingsin the body bolsters. In the form shown,-said column'com prisesZ-sections l, the lower flanges 8 of which are turned outwardly and restslidably on the center brace casting S' and the upper flanges of whichare turned'inward-lyand welded together at 9. The column 7may'besupported and guided at the end of the car-in any suitable way, asby bars 46 welded to its upper corners and slidably supported by carriercastings I which are suitably secured to the end sill 2 of the car body.Intermediate the bolsters the column supports the weight of the car-floor I by means of a filler block HZ bearin'g' on a plate I3 which isconnected at its ends-to the bolsters and friotionally engages the topof the column.

Couplers are mounted at'the ends of the column 'l in any suitable mannerso as to be capable of movement of limited extent relative thereto toprovide a predetermined amounto-f train slack, preferably in buff only;Irithe form shown, cheek plates I! are secured as by welding to the0pposed inner faces of the draft and bufiing column and are providedwith ribs defining openings aligned withsimil'ar openings in the draftand bufiing column, a-couple'rkey lb'passing through these openings andthrough an opening Win the shank of the coupler I'I.- A's'shown in Fig.1, the inner edge of the openingnormally engages the inner edge of thekey it and the outeredge of said key-normally engages the outer edges ofthe openings-inthe-cheek plates Hi, so that on draft said colunin ismoved outwardly without train slack. However; the dimensions of thecoupler key openings are greater than the dimensions of'the key sothat'ori buff the coupler can move inwardly relative to'th'ekey andthereafter the coupler and key can move inwardly together relative tothe column to provide train slack, the extent of which'is'predeterminedand limited as hereinafter described. 7

On draft or buffing shocks, the column 7 will move relative to the carbody in the appropriate direction and away from the normal positionillustrated. The max'imumtravel of the column may be suitably.limited'by the engagement of outerstop plates lii withthe outer face ofthe bolster structure or by the engagement-of inner stop plates It? withthe inner face of the bolster structure, and may'be assumed-for purposesof example to be seven inchesin either direction. In order to accomplishthe ends stated above, this travelof the column is cushionedby'aplurality of cushioning means or devices arranged to come intoaction'serially as the -column moves away from its normal-position. Thusthe total travel of the column is in eifectdivided into cushioning zoneswith additional cushioning capacity becoming operative-in eachsuccessive zone. The con-- struction may be arranged to provide thedesired number and relative length of zones according to the servicerequirements to be encountered. By way of example, the drawings show anunderframe having three cushioning zones; an initial zone of lightcushioning capacity and very low forces which may be of the order of A";a second zone of somewhat greater cushioning capacity which may be ofthe order of 1 /2"; and a third zone occupying the remainder of thetotal travel of the column wherein considerably greatercushioningcapacity is available but wherein the forces, due to thelength of this zone, are initially low and increase gradually as thecolumn continues to move.

The operation described above can be simply and effectively attained byproviding cushioning devices'for each zone and arranging them to comeintoaction in succession at appropriate points in the travel of thecolumn '1. It is desirable in the interest of'standardization ofequipment to duplicate the cushioning-meansat opposite ends of the car,however, and in the preferred form of the invention shown herein,advantage is taken of such duplication'by; coordinating similarcushioning devices at opposite ends of'the car so that they act inseries as'the column moves in either direction to provide the first twozones. Since movement of the column in either direction results in draftoperationat one end and buff operation at the other end,this-coordination can be accomplished by similarly delaying the actionof the cushioning devices at opposite car ends either in draft orbufiHence'in' both directions of movement-ofl-thecolumn, the operation willbe the same, one or the other 'of said similar devices coming intoaction immediately and the other becoming. eifective :in' the secondcushioning zone. To increase the cushioning capacity in the third zone,one or more additional cushioning means are provided which becomeoperative only.

after the draft and buffing column has moved through the first andsecondzones.

In the form shown, the action of the cushioning devices at oppositeends'of'. the car is delayed indraft, or on outward. movement of thecolumn relative thereto, .sothat the initial travel of each gearon bufimay be utilized to cushion the inward train-slack movement of thecoupler relative to thecolumn as Well as the further inward movement ofthe coupler and column together in the first cushioning zone, and theuseof separate coupler cushion gearsis avoided. Hence thesercushioningdevices; as-illustrated; at oneJend of the car, may suitably extendfrom' the:- outer. side of the bolster substantially to? the inner endof the coupler. The specific construction of these gears may be variedto suit conditions. A shown herein for. purposes of" illustration,eachgear comprises a coil spring 20, the outer part of whichis housed"in and supported by a casting' 2| secured to the. draft and buffingcolumn in any suitable" manner, preferably by welding. Thev inner end ofthe spring extends partially into the opening in. the bolster and isseated on a twoi part spring washer'22 supported by a follower plate 23which engages. an abutment 24 formed by the walls of the center bracecastingB. A springlink 25 extends longitudinally through the'spring 2E!and through alignedopenings in the followerplate 23 and abutment 24 andthrough-a similar opening in a follower plate 26 at the outer end'ofthespring 20. The outerend -of the link 25- carries a head 21 which retainssaid follower plate 26 on the end of the spring 20, and the inner end ofthe link is provided with a key 28 adapted to engage the inner end ofthe bolster abutment 24. but normally spaced therefrom as shown at 23for a purpose hereinafter described.

The spring 20 is thus held in compression between the outer face of thebolster abutment 24 and a follower plate 30 interposed between the linkhead 21 and coupler butt H, the latter and the coupler key I beingthereby maintained normally in their outermost position as shown in Fig.l and described above. Accordingly when the coupler moves inwardlyrelatively to the column under a bufling shock, the follower plate 30moves the link 25 freely inwardly and compresses the spring 25 againstthe follower plate 23 and bolster abutment 24. Thus the inward trainslack movement of the coupler relative to the draft and buffing columnis cushioned by the initial compression of the spring until the followerplate 35 has moved through a space 3| into engagement with abutmentwalls 32 at the outer end of the casting 2!. The space 3| thuspredetermines and limits the train slack, since thereafter the couplerand column move inwardly together.

Further inward movement of the coupler and column together results infurther compression of the spring 20 throughout the first cushioningzone referred to above. Meanwhile the column is moving outwardly at theother end of the car so that the cushioning action at that end may beillustrated by the operation in draft at the end of the car shown in thedrawings. As above pointed out, the column moves outwardly without trainslack in the case of a draft force. Secured to the opposed inner facesof the column in any suitable manner, as by welding, are stop plates 33the outer ends of which are arranged to engage and move the followerplate 23 on outward movement of the column. Hence said follower plate,the spring 20, the link 25, follower plate 35 and coupler I5 all tend tomove outwardly as a unit with the column until the key 23 moves throughthe space 29 and is brought into engagement with the inner end of thebolster abutment 24. Thereafter the outer end of the spring 29 is heldagainst movement by the link 25, follower plate 26 and link head 21, andcontinued outward movement of the column results in outward movement ofthe follower plate 23 and compression of the spring 20.

It will be seen that the distance through which the column moves indraft before the spring 20 comes into operation may be adjusted byregulating the space 29 and also, if desired, by providing a furtherspace 34 between the outer ends of the stop plates 33 and the followerplate 23 when the parts are in normal position. The extent of spaces or34, or the sum thereof, thus determines the distance through which thedraft and boiling column must move inwardly before the cushioning spring20 at the other end of the car comes into action, and hence likewisedetermines the length of the first cushioning zone and the point atwhich the second cushioning zone begins.

To provide additional cushioning capacity in the third zone, one or moreadditional cushioning devices may be arranged to become operative whenthe draft and buffing column has moved through the first and secondcushioning zones. The number and arrangement of these additionalcushioning devices will depend to a large extent on the amount ofadditional cushioning capacity desired as well as on considerations suchas weight and cost. For example, two additional simultaneously actingsprings may be employed, one disposed at the innerside of each bolsterin tandem relation with the spring 20 as illustrated by the spring 35 atthe end 0f the car shown in the drawings. The spring is supported in anysuitable Way as by means of supports 35 secured to the draft and buffingcolumn. The outer end of said spring engages a follower plate 3'! whichrests against abutments 38 formed at the ends of walls 39, the latterextending inwardly from the bolster structure and being formed as partof the casting 6. A link 45 extends through the spring 35 and its outerend passes through an opening in the follower 31' and is pinned at .41to the inwardly extending bolster structure 39. The inner end of thespring 35 bears against a follower plate 42 and the inner end of thelink 45 passes through an opening in said follower plate and carries akey 43 whereby the spring is held under compression between the followerplateo 31 and 42.

On movement of the draft and bufiing column, the spring 35 is broughtinto action after the column has traveled the desired distance by meansof suitable stops secured to the column and adapted to engage thefollower plates 31 or 42 depending on whether the column moves inward-1y or outwardly. In the form shown, the follower plate 3! is engaged oninward movement of the'column by the inner ends of the stop plates 33which in normal position are spaced from the follower plate as indicatedat 44. The sprin 35 is then compressed against the follower plate 42which is held against movement by the link 48 and key 43. On outwardmovement of the column, the follower plate 42 is engaged by suitablestops 45 which in normal position are spaced from the follower plate asindicated at 46. The spring 35 is then compressed against the followerplate 31 and the abutment 33. Depending on conditions, the spaces 44 and48 may be different or, as here shown, equal in extent. In the lattercase the two springs 35 adjacent the two bolsters act simultaneously andcome into action after the same extent of movement of the draft andbuffing column in either direction to provide the desired additionalcushioning capacity in the third cushioning zone.

The operation will be clear from the foregoing description and may bebriefly summarized as follows. In case of a bufiing force at either endof the car, the coupler H first moves inwardly relatively to the draftand bufling column to provide train slack, the extent of which ispredetermined and limited by the space 3|, this movement being cushionedby the initial compression of the spring 20. Thereafter the coupler andcolumn move inwardly as. a unit to an extent depending upon the severitof the buiiin shock, the maximum amount of such inward movement beinglimited by the engagement of the stop plates IS with the bolsters. Inthe case of an empty car, for example, where the energy to be absorbedis ordinarily comparatively small, the inward movement of th draft andbufiing column may be limited to the first zone in which it is cushionedonly by continued compression of the spring 20 and with correspondinglylow forces. In the case of a loaded car where the weight is relativelylight, the bufiing shock under the same conditions may be sufficient tomove the draft and buffing column into: the secondscushioning; zone; or:the. same result might ;f011OW.lIIJ the case of very severe handlingiofanempty car; In..-

this CUShiOIlil'lg zone the cushioning .capacityis; increased by thespring .Zilcat the-other endlof; the car which operates a in..draft.:Where'the; buffingshock'is heavy, as in'the casei'of :arheav ily loadedcar, the draft andbufiing-column may be moved into thethird cushioningzonein'which; eventthe cushionin capacity ofJthe two springs- 35 .isaddedito that of the: two springs Zii:.and; thesresistance graduallyincreasesras th inward: movementtof :the column continues. toward itsmaximum.

Inv the caseofra'draft'force at the end of the car shown inthe-drawings, the draft and bufiing:

column moves. outwardly immediately and without train slack-but thespring Qiidoes not'immee diately comezintoi action. At the other end of?the tear, however, the. columnamoyes as in ,bufi'i andtthe movement iscushionediinitially. by the springcZfiJ atithatendof the car. Asth"Out-. ward movement of the column continues, v the cushioningcapacity isincreased when the-spring 20 at the end shown in the drawingsi brought into. action, and if the draft force is heavy; the columnmaymove outwardly far enoughqto bring the two springs Stinto action. Themaximum outward movement of the column is limited by the engagement ofthe stop plates. 59; witlrthe bolster.

It will be understood that whatever the direction of movementbf thecolumn, themesistance of the springs is supplemented by the frictionbetween the plate i3. and the. top. of the draft andqbufing column.Furtherwhen the energy of the draft or bufllngshockhas been either absorbed or dissipated, the springs restore the parts to the normalposition shown in the drawings and. the return movement is snubbed by.the friction.- between the plate, l3 and the top of the draftand buffingcolumn.

The invention thus combines the advantages of long cushioning travel,which. are inherent-in, underframes of the Duryea type, with a selectivecushioning capacity. The resistance to move,- ment of thedraftandbufiing column isproportionedrelative to the extentvofimovementthere of to provide cushioningv capacity and. low; forces. best'suitedto the widely varying requirements .of service The maximum cushioningvcapacityqdesired in the case ofheavy shocks is. made fully available,while at the same time the initial impact in such cases is relativelylow. For lesser shocks, a graduated cushioning capacity isavail-l ableand the destructive forceslare correspond,- ingly reduced. Moreover bycoordinating thecushioning devices at the opposite ends of the car inthe manner described the desired gradm ated cushioning capacity may beprovided. with-- out duplication of parts while at the same time thecushioning springs at the opposite'ends' of the car may be made to servethe additional'function of cushioning the train slack movement of thecouplers relative to th draft and buffing column.

While only one embodiment of the invention. has been described andillustrated in the drawings it is to be expressly understood that the:in vention is not limited to this embodiment and, that various changesmaybe made in the form, details of. construction and arrangement of theparts without departing from the spirit of the invention. Reference istherefore to, be had to ammo-52:;

the appendedmlaims for a. definition of the limits of ,the inventiom.

What is. claimedis: 1.: In: a railway car, the combination with thecarbody and bolsters :of a draft andbumng column extending substantiallythe-.lengthof the car body and longitudinally. movable relative thereto,couplers mounted at'the ends of said column for movement of limitedextent relative thereto cushioningmeans at each end of the car, meansoperative on inward movement 'of one ofysaid couplers'relative to saidcolumn and on furtherv inwardv movement of said coupler and columntogether for actuating the cushioning :means adjacent to said-onecoupler, means for actuating the; other of said cushioning meansafter-said column has movedioutwardly relative thereto by; apredetermined amount, additional cushioning;- means, and meansfor-actuating said" additionalcushioning means on movement of saidcolumn in either direction, said last-named means becoming operati've,afterrsaid column has moved throughadistance greater thansaidpredetermined amount.

2. In a railway car; the combinationwith the car body-and bolsters of adraft and bumng column extending substantially the length of the carbody and longitudinally movable relative thereto, couplersmounted at theend of said column for 'movement of limited extent relative thereto,cushioning means at eachend of the car, means operativeon inwardmovement of one of said couplers relative to said column and onfurther'inward movement of said coupler and column together-forvactuating the cushioning meansiadjacentrtorsaid one coupler, cooperatingstop-and follower-means for actuating the other of said cushioningmeansand arranged forengagement after-said columnhas moved outwardly,relativethereto by a predetermined amount,

additional cushioning means operative in either direction of 'movementof said column, and cooperating stop and follower means for actuatingsaid additionaL cushioning means and arranged forengagement after saidcolumn has moved in either direction through a distance greaterthan saidpredetermined amount.

3.- In -arailway car, in combination with the car body-andbolsters, adraft and buffing column extending substantially the length of the carbody and movable longitudinally relative thereto, means-.ateach end ofthe car for cushioning said relative movement, eachof said means beingoperative during inward movement of said column relative thereto andeach becoming operative on outwardmovement of; said column relativetheretoonIy-after; said column has moved through a predetermineddistance, and additional cushioning means arranged to become operativeafter said column has. moved in either direction by an amount greaterthan said predetermined distance.

4. In a railway car, incombination with the car body and bolsters, adraft and bufiiing col-v umn extending substantially the length of thecarbodyand movable longitudinally relative thereto, means at each end ofthe car for cushioning said relative movement, eachof said means beingoperative during inward -movement of said column relative thereto andeach becoming 0p- -erative on outward movement of said column wardly atthe other end of the car, after said column has moved an amount greaterthan said predetermined distance.

5. In a railway car, in combination with the car body and bolsters, adraft and buffing column extending substantially the length of the carbody and movable longitudinally relative thereto, means at each end ofthe car for cushioning said relative movement, each of said means beingoperative during inward movement of said column relative thereto andeach becoming operative on outward movement of said column relativethereto only after said column has moved through a predetermineddistance, and additional cushioning means at each end of the car andeach arranged to become operative, on outward movement of said columnrelative thereto, after said column has moved an amount greater thansaid predetermined distance.

6. In a railway car, in combination with the car body and bolsters, adraft and bufilng column extending substantially the length of the carbody and movable longitudinally relative thereto, means at each end ofthe car for cushioning said relative movement, said column in eitherdirection of travel moving relative to one of said means in an inwarddirection and relative to the other means in an outward direction, eachof said means cushioning the movement of said column in one of saidrelative directions from its normal position and each being arranged tocushion the movement of said column in the other of said relativedirections from its normal position only after said column has moved apredetermined amount in said other direction, and additional cushioningmeans operative in either direction of movement of said col umn relativethereto after said column has moved a distance greater than saidpredetermined amount.

7. In a railway car, in combination with the car body bolster, a draftand bufiing column movable longitudinally of the car relative to saidbolster, and a plurality of cushioning means for resisting movement ofsaid column in either direction relative to said bolster, one of saidmeans resisting inward movement of said column and also beingconstructed and arranged to resist its outward movement after an initialoutward travel of predetermined extent, and another of said means beingconstructed and arranged to resist movement of said column in eitherdirection after an initial travel greater than said predeterminedextent.

8. In a railway car, in combination with the car body bolster, a draftand buifing column movable longitudinally of the car relative to saidbolster, a plurality of cushioning means for resisting said relativemovement, one of said means being actuated by inward movement of saidcolumn, cooperating stop and follower means normally spaced apart apredetermined distance and adapted to engage to actuate said one meanson outward movement of said column, and cooperating stop and followermeans normally spaced apart a predetermined distance greater than theaforesaid predetermined distance and adapted to engage to actuateanother of said cushioning means on movement of said column in eitherdirection.

9. In a railway car, in combination with the car body bolster, a draftand bufiing column movable longitudinally of the car relative to saidbolster, a coupler mounted at the end of said column for movement oflimited extent relative thereto, a plurality of cushioning means onedisposed outwardly and another inwardly of said bolster for resistingsaid relative movement, said outer cushioning means being engaged at itsouter end and actuated on inward movement of said coupler, means on saidcolumn adapted to engage the inner end of and actuate said outercushioning means after said column has moved outwardly a predeterminedamount, and means on said column adapted to engage the outer or innerend of said inner cushioning means after said column has moved inwardlyor outwardly, respectively, by a predetermined amount greater than theaforesaid predetermined amount.

10. In a railway car, in combination with the car body bolster, a draftand bufiing column movable longitudinally of the car relative to saidbolster, a coupler mounted at the end of said column for movement oflimited extent relative thereto, cushioning means disposed outwardly ofthe bolster, follower means between the outer end of said cushioningmeans and said coupler for actuating said cushioning means on inwardmovement of said coupler and column, cooperating stop means on saidcolumn and follower means for the inner end of said cushioning means,said cooperating means being normally spaced apart a predeterminedamount and being adapted to engage and actuate said cushioning means onoutward movement of said column, cushioning means disposed inwardly ofsaid bolster having follower means for its inner and outer ends, andcooperating stop means on said column for the inner and outer ends ofsaid inner cushioning means but normally spaced from their respectivefollower means by a predetermined amount greater than the aforesaidpredetermined amount.

WILLIAM A. BIERMAN. SIGVARD SIMONSON.

